Device for retaining heat in motor oil



Jan. 14, 1941. s' 5 JOY 2,228,460'

DEVICE FOR RETAINING HEAT IN MOTOR OIL Filed Sept@ 26, 1938 3 Sheets-Sheet 1 Jan. 14, 1941.

S. S. JOY

DEVICE FOR RETAINING HEAT IN MOTOR OIL Filed Sept. 26. 1938 3r Sheets-Sheet 2 Ill Ill

Jan. 14, 1941. s. s. JoY

l DEVICE FOR RETAINING HEAT IN MOTOR OIL 3 Sheets-Sheet 3 Filed Sept. 26, 1938 Spr i Jjnvemor Patented Jan. '14, 1941 VUNITED STATI-:s

A`PArlazN'r' OFFICE 2.228.460 DEVICE FOR RETAILTIIIIYG HEAT IN MOTOR .Application september 26, 193s, serial 10.231.844" V 'z claims.` (Cl. 12s-19s) The presentrinvention relates to a device for retaining heat ,in motor oil.

'I'he particular problem solved by the present invention is that of providing an engine with free 5 owing oil lat the very time it starts. 'Ihe viscosity of motor oil increases with low temperatures to such an extent that the lubricating quality is impaired. A great deal of the wear of an l5 the oil feedingvsystem at the proper rate. During this time the cylinder Walls, wrist pins and other parts subject to friction are not being oiled.

It is au object of the present invention to maintain a body of warm oil for drainage into the 20 'crankcase of 4the engine before starting lso that lubrication is had at once.

A further object is to provide a device which does not interfere with the normal operation of the engine and lubricating system and ,which is subject to control by the operator of the engine to withdraw a quantity of oil from the crankcase and preserve the heat in the oil. f

A further object is to provide'a device which operates by withdrawing a quantity of oil from, 30 the crankcase and storingit to conserve its heat and at the same time providing means which prevents the starting of the engine while the quantity of oil is removed from the crankcase.

With fthe foregoing and other objects in view, the invention 'will be more fully described here-4 inafter, and will be more particularly pointed out in the claims appended hereto.

In the drawings, wherein like symbols referto like or corresponding parts throughout the several views.

Figure 1 is a side elevation partly in section of an automobile engine with the device of the pres- Figure 4 is a'vertical section similar to Figure 2 with the oat in uppermost position.

Figure 5 is an enlarged fragmentary view in section of the ignition cut off switch employed.

Figure -6 is a. central vertical section taken through a modied form of oil reservoir,v and Figure 7 is a top plan4 view of the reservoir shown-in Figure 6. Y 1 v .1

Referring now to the drawings, in Figure 1 an engine I is provided with the usual crankcase I I and oil intake spout I2. Normally the oil-for lubricating the engine is carried in the 'crankcase I I and is circulated to the engine bearings by the 60 usual oiling system. According to the present Figure 3 is a topv plan view of the oil reservoir.

invention a small diameter pipe I3 is placed with an lend opening in the crankcase I I near the bottom thereof. The crankcases are normally made with 'a low point and preferably the yend of the pipe I3 opens at this low point. From the crank- 5 case the pipe I3 extends 'along the outside of the -dashboard Il to the oil reservoir. As shown in Figures 2 and 4 the oil reservoir comprises a body I5 of thermos or Dewar construction. That is, the body is composed of\two cylindrical members l0 spaced slightly apart and the space between them is evacuated so as to reducel the heat conducting properties to a minimum. The top of the body I5 is closed by means of a cap I6 which is thread-4 ed over the top of the body. Inside the cap I6 15 an insulating disc I'I is placed. The use of such a disc permits the employment of a relatively strong metal cap. Such 'a disc is composed of cork, liber, glass or any of a numberof other well known heat insulating materials. If desired. the cap I6 may be vformed of a heat insulating material such as one of the synthetic resins and the disc I'I may then be dispensed with. The lower end of the body I5 of the oil reservoir is funnel shaped and connectswith a return pipe I8 which,- as shown in Figure l, joins with the oil intake spout at I9. This oil return is preferably of considerably larger diameter than the pipe I3 so that oil may.drain from the reservoir quite rapidly. v

'I'he motive power for withdrawing oil from the crankcasw II through the pipe I3 is provided by the -intakesuction of the engine. The enginehas the usual carburetor 20 surrounded according to s Aare secured to the opposite `sides of a valve' 26 45' #which may be of the ordinary turning plug variety. The top I6 is also provided with a nipple 21 which is internally threaded and receives the elbow 28 which is secured .to one side of the valve 2s, to which the upper en d of the ou pipe I3 is .50`

also secured.- The turning plugs of the valves 25 and 29 have fastened thereto arms 30, 3| respectively. 'I'he arms 30 and 3i areinterconnected by a control rod 32 which extends through the dashboard and the instrument panel of the auto; 55. mobile, as shown in- Figure 1, and is provided withl i a control knob 33 at the drivers side of the i 1'1`` strument panel.

The bottomof the body I5 of the reservoir where it connects with the return pipe I3 is prog,

29 are both opened by pulling the control knob 33 on the instrument panel. The engine must of course be running at this time in order to create the necessary suction. The outlet valve 34 will be closed by maintaining the control knob 49 against the instrument panel. Oil is then withdrawn from the crankcase through the pipe I3 and delivered at the top of the reservoir. Due to the insulating nature of the reservoir the oil is prevented from cooling to the temperature of `the atmosphere for from twelve to thirty-six hours depending on the atmospheric temperature. When it is desired to start the carythe valves 26 and 29 are closed and the outlet valve 34 is opened. The oil returns through the return pipe I8 into the crankcase where it mixes with the remainder of the oil and provides a fluid lubricant for the motor even after the car has been standing for many hours.

With a device constructed as just described there is always a possibility that a negligent driver would start his engine and drive the car while a large quantity of oil is present in the reservoir. The reservoir is designed to hold around one gallon of oil so that in a six quart crankcase there is not sucient oil remaining to lubr'icate the motor adequately for any substantial period. In order to prevent this happening a switch is associated with the reservoir which keeps the motor ignition circuit open while the reservoir is filled. This switch is composed of a pair of contact plates 4|, 42. The plate 4| is connected to4 the wire 43 which supplies the distributor with high tension current. The plate 42 is connected to the wire 44 which leads to the high tension coil 45 of the motor. The coil 45 is connected to the battery lthrough the` usual ignition switch 46. The plates v4| and 42 are suspended in the body I5 by a pair of insulating sleeves 41 and 48. The sleeves 41 and 48 extend through nipples 49 and 50 of the cap I6. Contact is established between the plates 4| and 42 by means of a conducting plate 5| which is apertured to slide freely over the insulating sleeves 41 and 48 and normally rest by gravity on the upper surfaces of the plates 4| and 42. Normally therefore the circuit between the coil 45 and the distributor is closed. The body of the reservoir I5 contains a float 52 which is of conical shape on its lower side to fit closely with the bottom of the reservoir. The upper side of the oat 52 is provided with a stem 53 which is so positioned as to pass between the plates 4| and 42 when the oat is in uppermost position. It will be seen how the stem 53 lifts the plate 5| from the contacts 4| and 42. Figure 4 of the drawings illustrates the extreme upper position of the iloat and shows conducting plate 5| in circuit breaking position. Preferably the. stem 53 of the float is of non-conducting material so that any lateral displacement thereof will not close the circuit between the plates 4I and 42.

There are several ways of operating the device with the automatic ignition switch. For instance, after the car has been running and it is desired to park the same as by putting it in the garage for the night the valve-34 can be closed, the valves 26 and 29 opened and the car'left. The suction of the engine will raise oil from the crankcase into the reservoir until a suicient -quantity is present to buoy the float-52 to the top of the reservoir. When the oat 52 nears the top of the reservoir its stem 53 will lift the plate 6I and cut the ignition circuit thereby stopping the motor. The oil which was warm by reason of the running of the car will hold its heat to a substantial degree overnight and to start the car it is only necessary to open the return valve 34 which lets thefloat 52 descend in the reservoir and permits the closing of the ignition circuit.

Of course the operator can remain in the car until the ignition circuit is broken by the float 52 and then turn off the ignition switch on the control panel.

Referring now toFigures 6 and 7, a construction is illustrated whichembodies a switch which prevents arcing and eliminates any danger of re which may exi-st when the reservoir is filled with hot oil.` In this construction a guide rod 54 passes through 'the cap I6 and is held by the nut 55 which is threaded over the corresponding threaded upper end of the rod. Thelower end of the rod 54 is provided with a head 56 which acts as a stop for the float 51 through the central portion of which the rod 54 is loosely passed. The float 51 will be free to move vertically on the rod 54 as'the oil level in the reservoir rises or falls. The upper part of the rod 54is provided with a pin 58 upon which a bracket 59 is pivotally mounted. The bracket 59 serves to hold an enclosed mercury switch 60 in an end of which a pair of spaced contacts 6| are located. The bracket 59 has an extension 62 which is pivoted to the link v63| pivotally carried upon`a stud 64 of the float 51. The mercury switch 60 is adapted to be closed when the oat 51 is' in its lower positions. As the oil level rises the float 51lifts the link 63 which tilts the bracket 59 and switch 60 about the pivot 58. The mercury in the switch eventually uncovers the .two contacts 6| and opens the circuit. The contacts 6| are connected electrically to binding posts 65, 66 secured to the cap I6', such connection being through `the lead wires 61, 68. One of ,the binding posts 65, 66 is adapted for attachment to the distributorsupply wire and the other post is adapted for attachment to the coil which supplies the motor with sparking current.

T he modified device shown in Figures 6 and '1 also employs an air vent to admit air into the reservoir to replace the oil as it drains back into the crankcase. This vent consists in a short length of pipe 69 which passes through the cap I6 and opens into the reservoir. The pipe is provided with a valve 10 which is shown as a simple turning p lug valve.. A control rod 1I connects to the plug of the valve 10' and extends through to the drivers side of the instrument panel where it carries a knob 12 for manual operation. The knob 12 has an indicator finger 13 attached thereto and the instrument panel 39' carries an index plate 14 on which suitable markings indicate the opened and closed positions of the air vent 10 and the oil return Valve to be described. In this form of device the oil return valve is of the turning plug type and is located at 15 in t the return pip'e I8. A yoke 16 connects a control of the rods 'll and 1l has a bevelled gear 19 attached thereto and located in intermeshing relation. It will therefore be seen that th/valves 10 and 15 are opened and closed in unison by the turning of the knob l2 by the driver. The provision of the air inlet permits much more rapid drainage of oil than is possible without it although due to the large diameter of the oil return pipe a volume of air is gradually allowed to find its way into the reservoir to replace the oil as it drains out in the form shown in Figs. 1 to 5.'

The device is of simple construction and requires only two simple controls, one which controls the vacuum and the oil intake, and the other which controls the oil-return. The reservoir can be made for any desired capacity, and will depend largely upon the crankcase capacity of the v car to which it isapplied. A thermos container is preferred for the oil reservoir but it is obvious that any heat insulated container would be 0perative to a greater or lesser degree. In very cold climates it is desirable to use the most highly insulating container possible. Y

In addition to providing proper lubrication for a motor when starting it in cold condition the provision of a supply of warm oil softens the oil remaining in the crankcase and makes it easy" following claims:

Wh'at'is claimed is:

1. A device for retaining heat in motor oil comprising a heat insulated reservoir', an oil connection between the crankcase and said reservoir, means for transferring oil from the crankcase to the reservoir, and means for maintaining the ignition circuit of the motoropen when a predetermined quantity of oil is present in said reser- 2. A device for retaining heat in motor oil com'. prising a heat insulated reservoir; an oil connection between the crankcase of the motor and said reservoir, means for transferring oil from the crankcase to the reservoir, a iioat in the reservoir adapted to be raised by oil therein, and means operable by' said float for opening the ignition circuit of the motor upon the presence of a predetermined quantity of oil in said reservoir, whereby the motor cannot be run while the predetermined quantity of oil is in the reservoir.

3. A device for retaining heat in niotor oil comprising a heat insulated reservoir, an oil connection between the crankcase andthe reservoir, means for transferring oil from the crankcase to -the reservoir, a pair of spaced electrical contacts breaking the ignition circuit of the motor, a bridging contact lbiased to close the ignition circuit, said spaced contacts and bridging contact' being. located in the upper part of said reservoir, and a. iloat in said Yreservoir adapted to be raised by oil therein to move said bridging contact to open the ignition circuit upon the presence of a predetermined quantity of oil in the reservoir.

4. A device for retaining heat in motor oil com- Aprising aheat insulated reservoir, an oilconnecg tion between the crankcase of the motor and the in, said float having a stem at its upper side poA sitioned to engage said bridging plate when the iioat is raised to a predetermined position whereby to lftsaid bridging plate from said spaced contacts and open the ignition circuit of the motor.

5. A device for retaining the heat in motor oil of an automobile comprising a reservoirwith side walls of Dewar construction, a cap on said reservoir, an oil connecting pipe opening `into a lower part of the crankcase of the motor and opening through said cap, a valve in said pipe, a vacuum pipe connecting the fuel intake of the motor with the reservoir and opening through said cap, a valve in said connecting pipe, an oil return pipe connecting the bottom of thev reservoir with the upper part of the crankcase, a valve in said return pipe, a manually operable control extending through the instrument panel of the automobile for simultaneously controlling the valves in the connecting oil pipe and the vacuum pipe whereby the operator of the car can open or close both valves, and a manually operable control for the return pipe valve extending through the instrument panel of the car so that the operator may control said valve.

6. A device for retaining heat in motor oil comprising a heat insulated reservoir, an. oil connection between the crankcase and the reservoir, means for transferring oil from the crankcase to the reservoir, an enclosed mercury switch normally completing the ignition circuit of the motor, a oat in said reservoir adapted to be raised by oil therein, and means connecting said oat and switch whereby to open said switch when the y oil reaches a. predetermined level in said reservoir so to open the ignition circuit and prevent operation of the motor.

7. In combination withan internal combustion engine having a crankcase holding a normally heated and iiuent body of lubricant, a device for retaining the uidity and high temperature of the lubricant comprising a reservoir separate and remote from the crankcase, heat 'insulation extending all about said reservoir, an inlet' conduit between said crankcase and an upper part of said reservoir, a valve in said inlet conduit, an

' outlet conduit from a lower part of said reservoir to the crankcase, a valve in said conduit, means for opening and closing said last named valve, a. vacuum connection between the engine intake and the upper part of said reservoir, a valve inV said vacuum intake, and means (for conjointly opening and closing the rst and. last named --valves whereby to produce a condition of vacuum in said reservoir while the lubricant is being drawn up through said inlet conduit and .for simultaneously shutting oi the communication of the reservoir with the engine intake and saidcrankcase.

SEPTER S. JOY. 

